Third Degree
CW FIRST RIDE
WHATEVER YOU DO, DON'T call the vehicle you see here a “trike.” Actually, there are a couple of other things that you probably shouldn't blurt out, like “motorcycle," “quad" or “car." What the hell is it, then? And what is it doing in Cycle World?
Many of you probably remember Can-Am, the once-prominent maker of dirtbikes from our friendly neighbors in the Great White North. Parent company BRP (Bombardier Recreational Products) resurrected the Can-Am name in 2006 for its line of '07 ATVs. Another product had been on the drawing board for almost a decade, a new on-road vehicle that company marketing types have dubbed a “roadster.” A radical departure from almost anything else on the market, the Can-Am Spyder GS Roadster, as it’s officially called somehow doesn't seem
Third Degree
Can-Am's Ménage à Trois
BLAKE CONNER
that much of a stretch for a company known for not only redefining product categories but entire markets.
Cycle World readers may not be familiar with BRP’s farreaching empire of fun. In addition to the aforementioned AT Vs, the company is a market leader on both frozen and liquid forms of EDO with its Ski-Doo and Sea-Doo brands of snowmobiles and watercraft-machines it invented in the first place. Additionally, BRP owns the Johnson and Evinrude outboard boat engine brands and, more importantly to our readers, Rotax, the Austrian firm whose engines power some of our favorites rides from Aprilia and BMW.
The first thing you need to know about the Spyder is that it may not be for you. We’re not picking on Can-Am and its new product; BRP’s own market research shows that a large percentage of motorcycle owners clearly don’t have any interest in the Spyder and probably never will. That is perfectly okay with Can-Am, and it was known from the start. But who is going to buy this wacky machine?
A step back reveals the company’s philosophy. BRP President José Boisjoli and his team of designers and marketers
like to throw around the term “paradigm-shifting vehicle,” referring to products that have completely rewritten the rules and changed the market dramatically and permanently. A good example was Sea-Doo’s creation of the personal watercraft in 1968, even if teething problems meant it was shelved until the late ’80s. In 1988, the market was dominated by Kawasaki’s “stand-up” Jet Skis. Until, that is, Sea-Doo perfected the runabout (sit-down) watercraft, a move that
opened the door to thousands of enthusiasts who most likely never would have learned to ride the challenging stand-ups.
BRP desperately wants a piece of the on-road market, without living vicariously through Rotax-supplied motorcycles. Can-Am had, however, little interest in fighting for scraps in an industry muchrejuvenated since the company’s departure in the early ’80s; it wanted to take the first slice out of a freshly baked pie.
Can-Am is well aware of the fact that it has taken a risk and stepped out on the limb of a very tall tree here. Market research can only provide so much reassurance. As the cliché goes, money talks. Can-Am is hoping that this roll of the dice
pays off at the 5000-plus dealerships that already sell its products. It hopes to attract new buyers who may be intimidated by motorcycles or older motorcyclists looking for a safer-yet-still-exhilarating ride. The 35to 45-year-old ATV buyer fits the target perfectly.
Close your eyes, throw a leg over the low, 29-inch saddle, grab hold of the bars and there is very little indication that the roadster is anything other than a motorcycle sitting on its centerstand. Open your orbs and it’s instantly obvious that you’re in a whole new world. Those two fenders protruding from either side in front seem completely alien to riders raised on two wheels.
Yet, the Spyder is a blast to ride, the experience more akin to piloting an ATV or snowmobile than a motorcycle. If riding a bike is defined by the thrill of leaning into corners-and for many of us, it is-then the Spyder doesn’t deliver. But if you’re not hell-bent on strafing apexes while dragging a knee across the tarmac and prefer cruising or touring with the occasional irresponsible blast, the Can-Am may provide all the fun you could ever want.
The Spyder’s chassis is what defines this roadster. Its “Y” architecture was designed for stability and bridges the gap between a motorcycle and a sports car. A steel backbone runs over the top of the 998cc, liquid-cooled, fuel-injected, Rotax-built engine (similar to the one in Aprilia’s RSV Mille), then forms the necessary structure for the double-Aarm automotive-style suspension pieces up front. The front 14 x 5-inch aluminum rims are shod with 165/65R14 tires.
Out back is a monoshock swingarm built to hold the large 15 x 7-inch aluminum wheel and 225/50R15 tire between its spars.
Settle into the cockpit and the view of the dash seems familiar, comforting and two-wheel conventional. But what is instantly alarming is the lack of a front-brake lever. Otherwise, the controls are standard moto fare. Fire up the 106-horsepower Twin and a familiar tone escapes from the large exhaust silencer. Snick the smooth-shifting, five-speed (plus a real reverse) transmission into gear, feed in the clutch and it’s apparent that plenty of power is on tap. In fact, the temptation to smoke the rear tire leaving stoplights is overwhelming.
For motorcyclists, the biggest adjustment is the brakes, which require adaptation. The ABS-equipped pair of four-piston front calipers and the single-piston rear clamp 10.2-inch discs all around and are actuated by a foot pedal in the traditional location. Brake performance is very impressive. The power and stability combined with ABS make urgent stops on the 700-pound machine far easier and more controllable than on a motorcycle, especially on wet or loose surfaces.
Handling is perhaps the most interesting element of the roadster. Sitting in a traditional motorcycle riding position on a vehicle that doesn’t lean is odd. Cornering forces make the rider feel as though he is being tugged toward the outside of the machine. The sensation quickly becomes familiar, but during quick 90-degree and U-turns, the laws of physics are always fighting you.
Steering response is excellent at any speed, aided by the
DPS (Dynamic Power Steering). The system reduces assist as speed rises, adding stability. Speaking of stability, among the Spyder’s arsenal of electronic-management systems is the Bosch-developed VSS (Vehicle Stability System) that consists of three sub-systems: ABS, traction control and stability control. Information is fed to the computer via wheel-speed sensors, a yaw sensor, a torque-output sensor and a steering-angle sensor. In use, most obvious is the traction control that kicks in once the yaw sensor detects lean under hard acceleration, telling the computer to cut ignition and/or fuel to limit output, then applies brake pressure to the outside wheel to maintain chassis composure. We did manage to pitch the roadster into a few corners hard enough to get it up onto two wheels, but such a move had to be done deliberately, as the VSS is extremely effective.
Seating position, wind protection, saddle and 7-gallon-plus fuel tank all lend themselves to long hours of comfort and fun. A 44-liter front storage compartment will easily swallow a bag of groceries, making the Spyder a great around-town vehicle, as well.
In a few areas, license requirements could very well sway potential buyers toward purchasing a Spyder. Consider the fact that in three states-
California, Delaware and South Carolina-you don’t even need a motorcycle endorsement to operate the vehicle. Your car license will do, although insurance companies see it as a 998cc motorcycle and, yes, you still have to obey local helmet laws. The majority of remaining states, however, require either motorcycle certification or three-wheel-specific licensing which might deter some buyers.
Initially, the Spyder will be available in 12 key-market states, but the phased rollout will eventually expand to cover all BRP dealers nationwide. An electronic-shift version-no clutch lever-will be an option. Both versions are available in either Full Moon Silver or Millenium (sic) Yellow. The suggested retail price for the standard-transmission bike is $14,999, with electric shifting a $1500 premium. Production is expected to begin mid-summer. Additional accessories
including custom wheels, sport exhaust, sport windscreen, passenger backrest and rear-storage rack will be available.
What BRP has created here is a different but fun machine with more than enough performance to keep even the devious happy. And it is so user-friendly that almost anyone could operate it. After a day on the Spyder, we were able to see it for what it is-something revolutionary. We get it, and CanAm hopes you do, too. □
